Control for automatic air brake apparatus



Jan. 4, 1938. M. REYNOLDS CONTROL FOR AUTOMATIC AIR BRAKE APPARATUS Filed Sept. 26, 1935 Patented Jan. 4, 1938 UNITED STATES PATENT OFFICE CONTROL FOR AUTOMATIG AIR BRAKE APPARATUS 9 Claims.

This invention relates to an improved form of control for air-brake apparatus of a train, and more particularly to a control adapted to prevent a train from running in and out of slack on down and up-grade travel.

In certain respects, although not exclusively, this invention includes improvements upon or variations of my form of control broadly disclosed and claimed in United States Letters Patent No. 1,992,443, granted to me February 26, 1935. In said prior patent, I have disclosed a simple and inexpensive form of construction capable of ready adoption to the equipment now in use and which may be operated preferably at the rear end of the train for applying a braking power thereto,

say to the end or a number of end cars, so that the train may be held taut from end to end on down-grade travel. A restricted flow of air is employed to control the brake mechanism on the rear end car or cars so that upon release of this air and the operation thereby of the triple valve to admit air stored in the auxiliary reservoir into the brake cylinder for braking, the reduced pressure will be ineifective to reduce the train line pressure sufficiently to apply the brakes of the remaining cars. During normal running operation of the train, including the service and emergency applications of the brakes, the brake mechanism on the rear end car or cars continues to remain under the control of the restricted flow of air from the train line. Although this feature is not objectionable, the present improvement provides a greatly simplified structure which is adapted to provide a restricted flow of air to the brake mechanism on the end car or cars only when it is desirable to apply a braking power to these end cars so that the resultant drag at the end of the train will keep it taut on down-grade travel.

A further object of the invention is to provide a control of the type described which may be simplified to the extent of eliminating service and emergency equipment heretofore necessary in connection withthe brake mechanism of a train and of using the control itself for service and emergency operations as well as for accomplishing by operation of selectively applying a braking power on one or more end cars of the train.

Further objects and advantages of the invention will be apparent to those skilled in the art from the following detailed description taken in connection with the accompanying drawing.

In the drawing:

Figure 1 illustrates diagrammatically the control embodying the present invention as applied to a single car-say to the rear end car of a train;

Fig. 2 is a diagrammatic illustration similar to Fig. 1 but illustrating the control embodying the present invention as applied to a number of rear end cars;

Fig. 3 is a longitudinal sectional View of a connection employed to provide the reduced flow of air; and i Fig. 4 is a view similar to Fig. 1 but illustrating a slightly modified arrangement of the connections.

Referring more particularly to the control apparatus disclosed in Fig. 1 of the drawing, a pipe connection 5 may be the usual train line provided in air brake systems and receiving its supply from the usual source provided, such as a compressor or a number of compressors carried as part of the operating equipment of a train. Due to the fact that the brake mechanism of each car may be of standard construction and well known to those skilled in the art, I have only diagrammatically illustrated the same in the drawing, a brief explanation thereof only being necessary to a full and comprehensive understanding of the present invention. An auxiliary reservoir 6 and brake cylinder 1 are usually structurally interconnected by a triple valve 8, the function of which is to admit air from the auxiliary reservoir 6 into the brake cylinder 1 to apply the brakes and thereafter to exhaust this air from the brake cylinder to atmosphere to release the brakes. brakes are represented generally by the brake rod 9 connecting with the usual interconnecting elements applying the pressure to the brakes at the wheels. For purposes of illustration, and to simplify the principle of operation of the invention herein disclosed, the pipes l0 and H are shown as connecting the auxiliary reservoir 6 and the brake cylinder l to the triple valve 8. A pipe connection l2 extends to the triple valve 8 from a pipe l3 that may run lengthwise of the car and be provided with the usual air-hose connections i l at each end.

When it is desired to apply the brakes, either for service or for emergency operation, the train f the present invention because of the consider- The able length thereof and the tendency of slack to develop when trains of such length run on a down grade. A pressure gauge I! is provided in connection with valve l5 to indicate the pressure of pipe line 5.

Actuation of valve I5 reduces the pressure in train line 5, as aforesaid, whereby the triple valve 8 of each car functions in the usual and well known manner to discharge air in auxiliary reservoir 6 into the brake cylinder I to apply the brakes indicated generally at 9. When the train line pressure is restored, the triple valve 8 operates to restore air pressure in the auxiliary reservoir 6 and to exhaust the air from the brake cylinder I to atmosphere through, say a pipe l8, as indicated by the arrows shown in Fig. 1.

In order to apply the brakes of the end car, say the caboose, or another car or cars of a freight train, or any type of train, as contemplated by my invention, I propose incorporating a connection 20 in a pipe l9 connecting at both ends to'pipe l6. Connection 2!] has a restricted 7 opening 2| therein, as indicated in Fig. 3. The purpose of restriction 2| will be presently described. A shut-01f valve 22 is provided in pipe l6 between the ends of pipe l9. A shut-off valve 23 is provided in pipe "5. Valve l5, normally connected, as stated, in train line 5, is carried by a pipe 24 connected to pipe l3. Pipe I6 is also connected to pipe 24. Closing valve 22 causes air in train line 5 to flow through the restricted opening 2| in connection 2|}. Closing valve 223 permits valve l5 to be opened so as to exhaust air from the connections 24, I3 and i2 leading to triple valve 8, without reducing the pressure in train line 5. After the brakes 9 of one or more end cars have been actuated and a suflicient drag obtained to keep the train taut on down and up-grade travel to prevent slack, valve 23 may be opened and valve 22 may be closed to release these brakes. Air will then flow through pipe l6 by way of pipe l9 through the restricted opening 2| in connection 23. Restriction 2| may be so proportioned with respect to the pressure capacity of the air brake mechanism that sunlcient air will pass therethrough to actuate triple valve 8. Again, restriction 2| may be so proportioned that the restricted flow of air will not reduce the pressure in the train line 5 to the extent of actuating the brakes of the other cars.

In the normal operation of the control herein disclosed, which would be, for example, during normal operation of the train, valves 22 and 23 are open so that the triple valve 8 will remain under the influence of the air pressure in train line 5. For service or emergency operation of the brakes of all the cars of the train, valve I5 is merely opened to exhaust the air in train line 5 and effect sufficient reduction in pressure to infiuence triple valve 8 of each car into action. To release the brakes thereafter, valve I5 is closed and valves 22 and 23 remain open. Air pressure in train line 5 will increase in the usual manner and effectively release the brakes from their braking position. Assume now that the train is to run down grade and it is desirable to prevent the occurrence of slack. Valves 22 and 23 are closed and valve I5 is opened to reduce the pressure sufliciently to actuate triple valve 8 of the brake mechanism on the end car or cars so that brakes9 will be applied to place a drag at the end of the train. To release brakes 9, valve 23 is opened but valve 22 is allowed to remain closed. Air will be supplied at a reduced rate of flow through restriction 2|, but the ai flowing through restriction 2| willnot be suflicient to reduce the pressure in train line 5 to effect the application of the brakes of the other cars. As soon as brakes 9 have been released, valve 22 is opened so as to by-pass the flow of air around restriction 2| and again place triple valves 8 of these end cars under the influence of the air pressure in train line 5. If it is so desired, valve 23 may be omitted because the restriction 2| may be so proportioned that if the brakes 9 are allowed to remain applied any length of time to effect a drag at the end of the train to overcome slack'through operation of valve IS, the loss of pressure will not be sufficient to eifect reduction of the train line pressure to apply the brakes of the other cars.

Fig. 2 illustrates my invention as applied to a number of rear end cars or any number of other cars when found desirable. The brake mechanism of these cars is represented generally as 21, 28, 29, etc.

Fig. 4 illustrates how connection 20 with its restriction may be incorporated between valve l5. and the brake mechanism 29, but this variant disclosure preferably requires the use of valve 23. In the operation of this variant disclosure, valve 23 remains open during the service or emergency operation of the brakes of all the cars but is adapted to be closed when valve I5 is opened to effect sufficient drag at the end of the train to overcome slack. Valve 22 is also placed between valve 23 and the brake mechanism. When the brakes are again released, valve 22 may be closed and valve 23 may be opened so that air may flow from the train line 5 to the brake mechanism by way of restricted opening 2| to prevent a sudden reduction in pressure in the train line which might effect the application of the brakes of the other cars.

Either embodiment of the invention is. desirable in practical operation. Either embodiment eliminates the normal relief valve heretofore used for service and emergency operations of the brakes. Only a single exhaust valve I5 is necessary, and to this extent the present control is greatly simplified, both in cost of manufacture and in operation over that disclosed in my prior Patent No. 1,992,443. The provision of valves 22 and 23 permits the brake mechanisms of the end car or cars equipped with my improved control to be under full air pressure in train line 5 during normal running operation of the train. Service and emergency operations of the brakes of all the cars may then be eifected in the normal way by the same exhaust valve l5 and without operation of these valves 22 and 23. In the control shown in Fig. l, valve 23 may be omitted because restriction 2| may be so proportioned that if the brakes 9 on the end cars are allowed to remain applied to efiect a drag at the end of the train to overcome slack, through the operation of valve Hi, the loss of pressure will not be sufficient to effect a reduction of the train line pressure to apply the brakes of the other cars. Valve 22 need only be closed during this operation and. as soon as the brakes producing the drag are released, valve 22 may be opened to again place these brakes under the air pressure in the train line 5 during normal running operation of the train.

From the foregoing description it will be apparent that the improvement herein provided is simple and does not require a revision or reconstruction of the air brake mechanism used at the present time on trains. Not only will draw bars or other equipment heretofore destroyed by slack be protected, but also passengers and trainmen who have been injured frequently in the past when the train would run out of slack. Quite often lighter cars in the intermediate portions of the train have been demolished by being derailed and crushed by the weight of the heavier cars when they tend to pile up as the train runs in and out of slack. Moreover, carriers sufier great losses each year from damaged freight caused by the severe jolting which the cars experience when slack occurs.

I do not intend to be limited to the details herein shown, as it will be apparent to those skilled in the arts that various modifications may be made without departing from the scope of the invention.

I claim:

1. In an automatic air brake system, the combination with a train line and the brake mechanism of individual cars of a train, a connection between said train line and the brake mechanism of one or more cars of the train, a valve for exhausting air to actuate said brake mechanism of said one or more cars, a second valve for closing said connection when said exhaust valve is opened, and a second connection having a restriction therein for by-passing a reduced flow of air about said second valve whereby to recharge said brake mechanism of said one or more cars without reducing the pressure in said train line sufficient to cause actuation of the brake mechanism of the other cars.

2. In an automatic air brake system, the combination with a train line and the brake mechanism of individual cars of a train, a connection between said train line and the brake mechanism of one or more cars of the train, an exhaust valve adapted when open to actuate said brake mechanism of said one or more cars, a second valve for closing said connection when said exhaust valve is open, and a restriction in said connection for providing a reduced flow of air to recharge said brake mechanism of said one or more cars without reducing the pressure in said train line sufficient to cause actuation of the brake mechanism of the other cars.

3. In an automatic air brake system, the combination with a train line and the brake of individual cars of a train, a connection between said train line and the brake mechanism of one or 1016 cars of the train, an exhaust valve adapted when open to actuate said brake mechanism of said one or more cars, means for closing said connection when said exhaust valve is open, and restrictive means for providing a reduced flow of air from said train line through said connection to recharge said brake mechanism of said one or more cars without reducing the pressure in said train line suflicient to cause actuation of the brake mechanism of the other cars.

4, In an automatic air brake system, the combination with a train line and the brake mechanism of individual cars of a train, a connection between said train line and the brake mecha nism of one or more cars, means stopping the flow of air through said connection, means for actuating said brake mechanism of said one or more cars, and restrictive means for providing,

a reduced flow of air through said connection to recharge and release said actuated brake mechanism.

5. In an automatic air brake system, the combination with a train line and the brake mechanism of individual cars of a train a connection between said train line and the brake mechanism of one or more cars, means for exhausting air to actuate said brake mechanism of said one or more cars, a restriction for providing a reduced flow of air through said connection, and a valve for controlling the flow of air through said restriction.

6. In an automatic air brake system, the combination with a train line and the brake mechanism of individual cars of a train, a connection between said train line and the brake mechanism of one or more cars, an exhaust valve adapted when open to actuate the brake mechanism of all the cars of the train, a valve for closing said connection between said train line and said brake mechanism of said one or more cars whereby when said exhaust valve is open said brake mechanism of said one or more cars only will be actuated, and restrictive means for providing a reduced flow of air from said train line through said connection without critically reducing the'pressur'e in said train line.

7. In an automatic air brake system, the combination with a train line and the brake mechanism of individual cars of a train connected to said train line, a valve for effecting service and emergency operations of said brake mechanism, said valve being disposed in the connection leading to the brake mechanism of one car, a second valve also disposed in said connection, said valve closing said connection so that said first valve may be operated to effect a controlled applica tion of the brake mechanism of said one car, and restrictive means for recharging the brake mechanism of said one car after actuated without reducing the pressure in said connection and said train line to a critical point efiecting operation of the brake mechanism of any of the other cars.

8. In an automatic air brake system, the com bination with a train line and the brake mechanism of individual cars of a train connected to said train line, two shut-ofi valves in the con nection leading from said train line and connecting to the brake mechanism of one or more cars, a by-pass having a restriction therein for providing a reduced flow around one of said shutoff valves when closed, and an exhaust valve for efiecting actuation of said brake mechanism of said one or more cars.

9. In an automatic air brake mechanism, the combination with a train line and the brake mechanism of individual cars of a train connected to said train line, a shut-oif valve in the connection leading from said train line to the brake mechanism of one or more cars, a by-pass having a restriction therein for providing a reduced flow of air from said train line through said connection and around said shut-ofi valve when closed, a second shut-off valve preventing said reduced flow of air from reaching said brake mechanism, and an exhaust valve for effecting actuation of said brake mechanism, said brake mechanism being recharged and thereby released by the opening of said second shut-01f valve for the feeding of said reduced supply of air thereto, said first shut-off valve being thereafter opened to keep said brake mechanism under the influence of the unrestricted air pressure in said pipe line.

MICHAEL REYNOLDS. 

